INTER STATE BUS TERMINAL, NOIDA 1 FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY, MURTHAL, SONEPAT-131039 (HARYANA) DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE & TECHNOLOGY, MURTHAL (SONEPAT) Department of Architecture Faculty of Architecture, Urban & Town Planning STATE-OF-THE-ART INTER STATE BUS TERMINAL, NOIDA Thesis Report submitted in partial fulfillment of the requirement for the degree of Bachelor of Architecture (B. ARCH.) (SUMIT VERMA, ROLL NO. 11001006036) MAY 2016
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INTER STATE BUS TERMINAL, NOIDA
1 FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY, MURTHAL, SONEPAT-131039 (HARYANA)
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE &
TECHNOLOGY,
MURTHAL (SONEPAT)
Department of Architecture
Faculty of Architecture, Urban & Town Planning
STATE-OF-THE-ART
INTER STATE BUS TERMINAL, NOIDA
Thesis Report submitted in partial fulfillment of the requirement for the degree of
Bachelor of Architecture (B. ARCH.)
(SUMIT VERMA, ROLL NO. 11001006036)
MAY 2016
INTER STATE BUS TERMINAL, NOIDA
2 FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY, MURTHAL, SONEPAT-131039 (HARYANA)
DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE &
TECHNOLOGY
MURTHAL (SONEPAT)
Department of Architecture
Faculty of Architecture, Urban & Town Planning
Declaration
I, Sumit Verma, Student of Bachelor of Architecture (X Semester), hereby declare that the thesis
titled as ‘STATE-OF-THE-ART INTER STATE BUS TERMINAL, SEC-144, NOIDA’ which is
submitted by me to the Faculty of Architecture, Urban & Town Planning, Deenbandhu Chhotu
Ram University of Science & Technology Murthal (Sonepat)-Haryana in a partial fulfillment of
the requirement of the award of degree of Bachelor of Architecture has not previously formed
basis for the award of any Degree, Diploma Associateship, Fellowship or other similar tittle or
recognition.
Place : Deenbandhu Chhotu Ram University of Science & Technology, Murthal.
Date : Name & Sign:
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DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE &
TECHNOLOGY
MURTHAL (SONEPAT)
Department of Architecture
Faculty of Architecture, Urban & Town Planning
On the basis of declaration submitted by Sumit Verma it is certified that this thesis titled
‘STATE-OF-THE-ART INTER STATE BUS TERMINAL, SEC-144, NOIDA’ is the bonafide
work of Sumit Verma, 2K11/B.ARCH/11001006036 who has carried out the work under my
Supervision. Certified further that to the best of my knowledge the work reported herein
Does not form part of any other thesis or dissertation on the basis of which a degree or
award was conferred on an earlier occasion on this or any other candidate.
Thesis Supervisor
Ar. Lalit Kumar Prof. (Dr.) Jyoti Pandey Sharma
Thesis Coordinator Department Chairperson
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ACKNOWLEDGEMENT
I would like to give my sincere thanks to my guide Dr. Ajay Monga
for his guidance and advice towards the report.
I always seek my teachers for making my concepts clear & boosting
my confidence whenever I felt low.
It‟s my pleasure to acknowledge the help of my better halves Ketan
Dhawan (3rd
year), Ankush Bansal (3rd
year), Himani Sabharwal
(2nd
year), Isha Tyagi (2nd
year) Jaideep Vashisth (2nd
year),
Priya Soni (2nd
year), Kirti Yadav (2nd
year) at every stage of my
thesis.
Thanks to all my friends and seniors for helping me in the compilation of report and to give me
the assistance whenever required. And special thanks to my guide Dr. Ajay Monga and my
Thesis coordinator Ar. Lalit Kumar.
AND ABOVE ALL, I LOOK TO MY GOD- MY PARENTS, WHO WERE ALWAYS THERE
TO HELP IN MY GOOD AND BAD TIMES TO BOOST UP MY CONFIDENCE.
GOD BLESSES THEM ALL!!!!!
SUMIT VERMA
2K11/ARCH/11001006036
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CONTENTS Page No.
1. INTRODUCTION & DEFINITION OF PROJECT 9-12
1.1 Road transport in India 10
1.2 Modes of transport 10
1.2.1. Public 10
1.2.2 Private 10
1.3 Present scenario 10
1.4 Bus terminus 11
1.4.1 Scale of a terminus 11
1.4.2 Types of bus terminus 12
2. TRANSPORTATION IN DELHI 13
3. BUS TERMINALS IN DELHI & U.P. 14
3.1 Inter-sate bus terminals
3.1.1. Existing
3.1.2. Proposed
4. NEED OF THE PROJECT 14-16
5. AIMS AND OBJECTIVES 16-17
6. PROJECT COMPONENTS 18
7. SCOPE OF STUDY & DESIGN 19-20
8. SPACE REQUIREMENTS 20-34
8.1 Public seating 20 8.1.1 Issue
8.2 Baggage room 21
8.3 Ticketing facilities 21
8.4 Public lockers and telephones 22
8.5 Rental space 22
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6 FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY, MURTHAL, SONEPAT-131039 (HARYANA)
8.6 Dispatch office 22
8.7 Entrances 23
8.8 Corridor design 22
8.9 Stairs 23
8.10 Queuing situations 23
8.11 Toilets 24
8.12 Ramp Break Over Angle 26
8.13 Angle of departure 26
8.14 Angle of Approach 26
8.15 Ramp Slopes 26
8.16 Driveway Exits 26
8.17 Parking Lot Layout Considerations 27
8.18 Stall Width 28
8.19 Stall Length 28
8.20 Interlock Module 28
8.21 Comparing Angle Efficiencies 29
8.22 Buss Geometric 30
8.22.1. Bus Date
8.22.2 Swept Path
8.23 Platform Types 30
8.23.1. Parallel Loading
8.23.2. Right Angle Loading
8.23.3. Straight Saw Tooth Loading
8.23.4. Radial Saw Tooth Loading
8.24 Bays ,Parking and Circulation of the Buses 31-34
9. SERVICE FACILITIES 35
10. SERVICES 36-40
10.1. Electrical Rooms 36
10.2. DG room or Generator Room 36
10.3. UPS Rooms 37
10.4. AHU 37
10.5. Fire Fighting 37
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10.6. Fire Control 38
10.7. Heat Sensitive Detection System 38
10.8. Smoke Sensitive Detection System 38
10.9. Fire Alarm System 38
10.9.1. Manual System
10.9.2. Automatic Fire Alarm System
10.10. Fixed Fire Fighting Installation 39
10.10.1. Automatic Sprinklers
10.10.2. Fire Escape Staircase
10.11. Means of Escape 40
11. CASE STUDIES 41-79
11.1. Chennai Mofussil Bus Termina
11.1.1. Introduction 41
11.1.2. Initial Site Condition 44
11.1.3. Reason for the selection of the Case Study 44
11.1.4. Mofussil Bus Terminal Location 44
11.1.5. Site Plan 45
11.1.6. Project Details 46
11.1.7. Built up Area 46
11.1.8. Section And Elevation 46
11.1.9. Land use Plan 47
11.1.10. Main Terminal Building 47
11.1.11. Bus Bays and Parking 48
11.1.12. Buses Movements 50
11.1.13. Driveway Details 51
11.1.14. Facilities Provided 52
11.1.15. Total no. of Shops 57
11.1.16. Total no. of Seatings 58
11.1.17. Public Facilities 59
11.1.18. Fire Fighting 59
11.1.19. Water Services 59
11.1.20. Electrical Services 59
11.1.21. Maintenance 60
11.1.22. Structural and Engineering Details 60
11.1.23. Material Used 62
11.1.24. Merits 63
11.1.25. Demerits 63
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11.2. Kashmiri Gate ISBT
11.2.1. Introduction 64
11.2.2. Floor plan 65
11.2.3. Merits ,Demerits and Adopting 66
11.3. ISBT Shimla
11.3.1. Introduction 67
11.3.2. Merits, Demerits and Adopting 68
11.4. ISBT Dehradun
11.4.1. Introduction 69
11.4.2. Merits, Demerits and Adopting 70
11.5. ISBT Chandigarh
11.5.1. Introduction 71
11.5.2. Site Plan Sector 17 72
11.5.3. Site Plan Zoning 73
11.5.4. Site Analysis 74
11.5.5. Detail Analysis 75
11.5.6. Floor Plan 76
11.5.7. Parking 77
11.5.8. Merits, Demerits and Adopting Sector 17 78
11.5.9. Merits, Demerits and Adopting Sector 43 79
12. LOCATION OF SITE 80-83
12.1. Master Plan 2031 81
12.2. Introduction of Site 82
12.3. Site Approach 82
12.4. Site Pics 83
13. COMPARITIVE & AREA ANALYSIS 84-93
14. IDEATION & CONCEPTION 94-98
15. DESIGN METHODOLOGY 99
16. REFRENCE 100
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CHAPTER 1. INTRODUCTION & DEFINITION OF PROJECT
INTRODUCTION
1. Transportation is one of the most important requirements for aid of communication
from one place to other for visiting purpose or in the sense of tourism. A number of
factors like the convenience from one place to the other, promotion of tourism, for
communication between places, etc. have predicted the importance of planning such as
roadways industries in the essence of BUS TERMINALS.
2. Transportation system improves the social, economic, industrial and commercial
process and further transforms the society into an organized one.
3. It is one of the essential services, vital force for determining the direction of
development. To achieve the desired transportation balance and for the system to
be efficient.
4. It is essential to provide organized facilities in the system.
5. As transportation is concerned with the movement between origin and destination
involves the movement of people and goods. There is need for an access point in the
system for use.
6. Transportation is one of the most vital services for every city small or big. Everyone is
familiar with the difficulties that a transportation malfunction causes. These range from
minor delays and aggravation when a street segment is closed for construction, to major
disruptions of activities and shortages of goods when there is a major strike.
7. The current transport situation in delhi highly demands for an integrated transit system.
8. An interstate/city bus terminal is a landmark in the city and nonetheless “the gateway of
the city.” This can be considered as an indicator of development of any city/town.
9. This can be considered as an indicator of development of any city/town.
10. Unfortunately such structure has been neglected up till so far in terms of social focal
point or the architectural features.
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11. The topic bus terminus has been chosen as the society is developing at a faster rate and
so the infrastructure need is gaining momentum.
12. Delhi has one of India's largest bus transport systems.
13. Buses are the most popular means of transport catering to about 60% of Delhi's total
demand.
14. Buses are operated by the state-owned Delhi transport corporation (DTC). The Delhi
buses serve more than 800 stops all around the city and the state.
15. Connects almost all the major centers of north India with its services. It connects Uttar
Pradesh, Punjab, Jammu and Kashmir, Himachal Pradesh, Uttarakhand, Rajasthan and
Haryana.
1.1. Road transport in India:-
1.1.1 National highways, State highways, District roads And Village Roads etc.
1.1.2 National highways carry approximately 40 % of the total traffic but they are only 3.5
% of the entire road network.
1.1.3 The Indian road network is under much needed development. Some 40% of villagers
in India lack access to all weather roads and remain isolated during the monsoon
season.
1.2. Modes of transport:-
1.2.1 Public
1.2.2 Private
With the rapid growth of urbanization in recent decades, public transport services,
particularly bus services in many cities in India lack their full potential. Due to inefficient
public transport systems, there has been an increase in the personalized mode of travel in most
cities, leading to increase in traffic density resulting in longer travel time, reduced average speed,
and increased fuel consumption, higher levels of pollution and discomfort to road users. So there
is a need for efficient transport system with the growth of urbanization.
1.3 Present scenario:-
Road transport is still the dominant mode of transportation - both for moving goods and
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passengers.
Railways handle only 40% of the freight and 20% of the passengers load, 60% of the goods
And 80% of passenger's movement takes place through roads.
Out of total length of national highways, 27 % is single lane/intermediate lane; whereas 59%
is double lane standard; and the rest 14 % is four-lane/ six-lane/ eight lane standard.
As transport is the movement of people and goods from one place to another, there is a need for
access nodes from which people can segregate to their own destinations transit modes from the
infrastructure facility. These nodes can be bus terminuses, inter-state bus terminuses for
roadways, railway stations for railways, airports for airways, ports for waterways etc.
1.4 Bus terminus
A bus terminus is a structure where a number of buses stop to pick up and drop off passengers
and stop for maintenance or next day departures to different destinations. It is larger than a bus
stop, which is usually simply a place on the roadside, where buses can stop. It may be intended
as a terminal station for a number of routes, or as a transfer station where the routes continue.
1.4.1. Scale of a terminus
It depends on the vehicular movement scale within that city and also on size of the city e.g.
Delhi is a capital city, there is a bulk of interstate buses so it comes under cities having large
scale traffic movement, so there would be a need for bus terminuses having more area.
Need for a terminus:- why and where?
Terminuses act as access nodes.
Terminuses are needed where number of services terminates and where there is a exchange
of passengers and goods from one service to another.
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1.4.2. Types of bus terminus:-
1. Bus depots
2. Bus stops and shelters
3. Intercity bus terminus
4. Airport-city bus terminus
5. Interstate bus terminus
Why Bus Terminus?
A dissertation or thesis is a document submitted in support of candidature for a degree or
professional qualification presenting the student's research and findings. But its not just to get a
degree, it is a project which is related to our future plans.
The thesis topic has bees selected as „bus terminus‟ because of its demand of time. This project
gives me an ample scope and opportunity for transportation planning which I wish to pursue
further in my masters in planning.
This project is a live project and highly required and on demand.
Transportation planning is a field involved with the evaluation, assessment, design and sitting of
transportation facilities (generally streets, highways, footpaths, bike lanes and public transport
lines).
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CHAPTER 2. TRANSPORTATION IN DELHI
TRANSPORTATION
1. Transport Or Transportation Is The Movement Of People From One Location To
Another.
2. Modes Of Transport Include Air, Rail, Road, Water, Cable, Pipeline, And Space.
3. The Field Can Be Divided Into Infrastructure, Vehicles, And Operations. Transport Is
Important Since It Enables Trade Between Peoples, Which In Turn Establishes Civilizations.
4. Transportation Can Be By
4.1. Roads
4.2. Railways
4.3. Airways
4.4. Waterways
5. And terminals such as
5.1. Airports
5.2. Railway stations
5.3. Bus stations
5.4. Trucking terminals
6. Out of all these bus stations are the third most important way of transportation after airports
and railway station. Airports links two states. Similar with railways but bus stations links
each part of cities as well as inter states.
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14 FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY, MURTHAL, SONEPAT-131039 (HARYANA)
27 FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY, MURTHAL, SONEPAT-131039 (HARYANA)
8.17. PARKING LOT LAYOUT CONSIDERATIONS
The objective of the layout design is to maximize the number of stalls, while following the
guidelines below.
The layout of the parking facility must be flexible enough to adapt to future changes in vehicle
dimensions.
The stall and aisle dimensions must be compatible with the type of operation planned for the
facility.
The critical dimensions are the
width and length of stalls, the width
of aisles, the angle of parking,
and the radius of turns. All
of these dimensions are related
to the vehicle dimensions and
performance characteristics. In
recent years there have been a
number of changes in vehicle
dimensions. The popularity of
minivans and sport utility vehicles
has had an impact on the design of
parking facilities. For the near
future, a wide mix of vehicle sizes
should be anticipated. Dimension
elements of possible parking layout
8.17.1. There Are Three Approaches For Handling The Layout:
1. Design All Spaces for Large-Size Vehicles (About 6 Feet Wide And 17-18 Ft Long).
2. Design Some of the Spaces for Large Vehicles and Some for Small Vehicles (These Are
About 5 Ft Wide And 14-15 Ft Long).
3. Provide A Layout with Intermediate Dimensions (Too Small For Large Vehicles and Too
Big For Small Vehicles). For Design, It Is Customary To Work With Stalls And Aisles In
Combinations Called "Modules". A Complete Module Is One Access Aisle Servicing A Row Of
Parking On Each Side Of The Aisle. The Width Of An Aisle Is Usually 12 To 26 Feet
Depending On The Angle At Which The Parking Stalls Are Oriented.
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28 FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY, MURTHAL, SONEPAT-131039 (HARYANA)
8.18. STALL WIDTH
For simplicity, the stall width is measured perpendicular to the vehicle, not parallel to the aisle. If
the stall is placed at an angle of less than 90o, then the width parallel to the aisle will
increase while the width perpendicular to the vehicle will remain the same.
8.19. STALL LENGTH
The length of the stall should be large enough to accommodate most of the vehicles.
The length of the stall refers to the longitudinal dimension of the stall. When the stall is rotated
an angle of less than 90o, the stall depth perpendicular to the aisle increases up to 1 foot or more.
It should be noted that the effective stall depth depends on the boundary conditions of the
module, which could include walls on each side of the module, curbs with or without
overhang, or drive-in versus back-in operations. For parking at angles of less than 90o, front
bumper overhangs beyond the curbing are generally reduced with decreasing angle and, for
example, drop to about 2 feet at 45o angles.
8.20. INTERLOCK MODULE
A special type of module, the interlock, is possible at angles below 90o.There are two types of
interlock. The most common, and preferable, type is the bumper-to- bumper arrangement. The
second type, the "herringbone" interlock, can be used at 45o and is produced by adjacent sides
having one way movements in the same direction. This arrangement requires the bumper of one
car to face the fender of another car. Figure 8-3 shows several different module layouts that are
commonly used. The relative efficiencies of various parking angles can be compared by looking
at the number of square feet required per car space (including the prorated area of the access
aisle and entrances). Where the size and shape of the tract is appropriate, both the 90o and the
60o parking layouts tend
to require the smallest
area per car space. In
typical lot layouts for
large size vehicles, the
average overall area
required (including cross
aisles and entrances)
ranges
Between 310 and 330
square feet/car. A very
flat angle layout is
significantly less efficient
than other angles. One-
way aisles there are many
conditions where one-
way aisles are desirable.
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With parking angles less than 90o, drivers can be restricted to certain directions. However, the
angle should usually be no greater than 75o. Drivers may be tempted to enter the parking aisles
and stalls from the wrong direction when the stall angle is too large. Adjacent aisles generally
have opposite driving directions.
8.21. COMPARING ANGLE EFFICIENCIES
Source: TIME-SAVER STANDARDS
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8.22. BUS GEOMETRICS
8.22.1 BUS DATE
Bus geometrics, or the physical dimensions and maneuverability of the bus, determine the width
of roadways, shapes of platforms, column spacing, ceiling heights, and other aspects of
bus- level design. The apparently insignificant detail of the right-side loading of buses often
restricts terminal design possibilities.
8.22.2. SWEPT PATH
When a bus turns normally, it always turns about a point which is somewhere on the center line
of the rear axle. This is true whether motion is forward or backward. The turns required to
accomplish the movement and positioning of buses are variable and differ considerably with the
equipment encountered. The turning template provides a convenient graphic method to
determine minimum clearances required.
8.23. PLATFORM TYPES
8.23.1. PARALLEL LOADING
1. Requires Excessive Amount Of Space.
2. Buses Must Usually Wait Until First Bus Exits.
3. Large Terminal Requires Pedestrian Under/Overpass Facilities To Protect Passengers
While Crossing Lanes.
8.23.2. RIGHT-ANGLE LOADING
Disadvantages Include:
1. Out swinging Bus Door Which Forms a Barrier around Which Passenger Must Pass.
2. Bus Maneuvering Difficult.
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8.23.3. STRAIGHT SAW TOOTH LOADING
1. Efficient-Employed Where Lot Is Comparatively Narrow and Deep.
2. Passenger Has Direct Approach To Loading Door.
3. Baggage Truck Can Operate Between Buses For Side Loading.
8.23.4. RADIAL SAW TOOTH LOADING
1. Most efficient buses swing into position along natural driving are.
2. Space required at front is minimum-wide space at rear making maneuvering easy.
8.24. BAYS, PARKING AND CIRCULATION OF THE BUSES
Source: METRIC HANDBOOK PLANNING AND DESIGN DATA
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fig 1. As the angle of pitch in saw-tooth bays increases so does the distance between each bay
fig 2. Passenger safety and control are particularly important when detailing saw-tooth bays
Source: TIME-SAVER STANDARDS FOR BUILDING TYPES
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33 FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY, MURTHAL, SONEPAT-131039 (HARYANA)
fig.1 Standard Interlocking Layout
fig.2 Coach Park for Random Arrival and Departure of Vehicles. The Larger Bay Size (4 M) Is Necessary If Coach Parties Enter and Leave the Coaches in the Park
Space Requirement for Platform Space for Parking
Source: TIME-SAVER STANDARDS FOR BUILDING TYPES
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34 FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY, MURTHAL, SONEPAT-131039 (HARYANA)
Source: TRANSPORT TERMINALS AND INTERCHANGES
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35 FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY, MURTHAL, SONEPAT-131039 (HARYANA)
CHAPTER 9. SERVICE FACILITIES
SERVICE FACILITIES
Eating, medical and lounge facilities are generally on the lower
floors to reduce elevator traffic. The number and type
of employees may be considered in locating it near these
facilities. Following are the general considerations while
planning spaces in a building block:
1. Organization (Vertical And Horizontal)
2. Integration Of Planning Grid
3. Positioning Of Column
4. Depth Of Building And Relationship To Cores
5. Zoning Of Services Distribution
6. Circulation Of Users-Occupants, Services
7. Noise And Surroundings
8. Orientation And Fenestration Percentages
9. Flexibility and Phasing.
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CHAPTER 10. SERVICES
SERVICES:
1. In a building, the services play a major role in the functioning of the
building. The building services should be of following character:
2. They should function efficiently. The services should be cost-effective not only in
the initial setup but also during the long run.
3. They should utilize minimum energy resources and should be energy efficient.
4. The services should be so calculated that they cater to the maximum peak loads.
5. The maintenance of all these services should be easy and efficient.
6. The services should be adequately protected and should not pose a threat for the
building or its inhabitants.
7. In a multi-story building, great care should be taken in zoning the services
appropriately. The services should cater not only to the present needs but should be
in accordance with future predicted requirements to prevent any unnecessary
alterations in the building in the future.
The Services Incorporated Are:
1. Water storage and sewage treatment plant
2. Water supply and sewerage board provides reliable water supply. A main
water storage tank should be provided at the park holding a capacity equal
to a week‟s
3. Consumption at the park. Water quality should be regularly checked in
compliance with who standards, ensuring clean water supply at all times.
4. A sewage treatment plant that meets pollution control regulations recycles water
for landscaping uses, maintaining the parks concept of a green culture
should be provided.
10.1 ELECTRICAL ROOMS
These rooms are used to distribute electricity through conduits running vertically in the
building and also as a panel for controlling the electric supply.
10.2 DG ROOM OR GENERATOR ROOM:
These should be in an area where the noise coming from dg room does not affect the
working of the office. It should also be near the service entry for the ease of repair and
maintenance of the machines.
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37 FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY, MURTHAL, SONEPAT-131039 (HARYANA)
10.3. UPS ROOM
For uninterrupted stable power supply to the computers in the park is provided. They should be
near the service entry in the basement or ground floor for easy maintenance.
10.4. AHU
These are for distributing conditioned air from the ac plant to each floor and filtering the
return air.
Landscaping uses, maintaining the parks concept of a green culture should be provided.
One ahu of 10 set caters to 500 sq.m. Of area. They contain centrifugal
type fans that pump air through ducts. The air is made to pass through filters to remove dust
particles and then over the chilled water tubes where it‟s heat is transferred. This
cooled dehumidified air is drawn back through the suction side and pumped to the rooms
through ducts. All the ahus are provided with tap and floor drain also. Ducts are provided
throughout the building to transfer conditioned air from the ahu‟s to the spaces.
The ducts are rectangular sections made of galvanized sheet steel. The ducts are made to run
above the false ceiling. Ducts used in the building are generally of depth of 300mm. The width
of duct varies depending on its distance from the ahu. The ducts close to the ahu may be of
900mm width and these ducts branch out into narrower ducts.
10.5. FIRE FIGHTING
Fire is supported by three essential ingredients, fuel, heat and oxygen. The absence of any of
these causes fire to be extinguished. The fire fighting system must be appropriate to the
location of the fire and preferably limited to the area in order to minimize damage to plants and
building structure. Radiation from fire may prove combustion to combustible material at
some distance. Fire fighting implies the ability of building element to fulfill their assigned
functions under condition if maximum severity of exposure to heat expected to occur in the
building.
It is a measure of:
1. Resistance to collapse
2. Resistance to flame penetration.
3. Resistance to excessive temperature rise on the unexposed face.
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38 FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY, MURTHAL, SONEPAT-131039 (HARYANA)
10.6 FIRE CONTROL
Detection and Alarm System:
1. Smoke Detectors
2. Heat Detector
3. Manual System
4. Automatic Alarm
10.7. HEAT SENSITIVE DETECTION SYSTEM
Heat sensitive detection system provides automatic sprinklers, alarm and control. It is basically a
nozzle with an orifice fitted with a flow control device and a deflector that will distribute water
over a green area. When the bulb is heated, the liquid expands, absorbing the bubble of air and
breaking the bulb, releasing the sprinkler cap.
Sprinklers are designed to real ease at various temperatures ranging from 57degree c to
260 degree c. Maintenance of water pressure, water from appropriate supply is fed to an
automatically controlled pump and to main control valve of the system. Above this is the alarm
valve, which is kept closed by the trapped pressure of water. When sprinkler operates this
pressure falls and the valve opens and excess water flows up a vertical riser to a main distributor
pipe at each ceiling.
10.8 . SMOKE SENSITVE DETECTION SYSTEM
10.8.1. The system detects the fire with the help of smoke and then alarm
automatically initiated control of fire is done manually. Detector to be sited at highest
parts of enclosed area, so mounted that sensitive area is not less than 25mm or more then
600mm below the roof ceiling.
10.8.2. Inlet of each returns air ducts shall have a detector on its center, if
continuous inlet detector at every room of its length.
10.9. FIRE ALARM SYSTEM
There Are Two Types Of Fire Alarms System:
10.9.1 MANUAL SYSTEMS- Manual call point is manually operated device to
initiate an alarm. They are made of sturdy m.s. enclosure and provided with a
hammer to break the glass to initiate as alarm. 10.9.2 AUTOMATIC FIRE ALARM SYSTEM – These are connected to
detectors which on sensing some exposure to heat or smoke direct the
alarm system to initiate automatically.
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39 FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY, MURTHAL, SONEPAT-131039 (HARYANA)
10.10. FIXED FIRE FIGHTING INSTALLATION
10.10.1 AUTOMATIC SPRINKLERS
Automatic sprinklers protect high fire risk public and manufacturing buildings. These may be a
statuary requirement if the building exceeds the volume of 7000 cum. Sprinkler water outlets are
located at about 3m centers, usually at ceiling level and spray water in a circular pattern. A
deflector plate directs the water jet over the hazard or onto walls or the structure.
Each sprinkler has a frame containing a colored liquid for leak detection, which seals
the water inlet. Upon local overheating the quartz expands the fractures, releasing the spray.
Water flow is detected and starts an alarm, pressure boosting set and automatic link to
the fire brigade monitoring station.
10.10.2 SPRINKLERS SHOULD BE INSTALLED IN
1. Basements used as car parks or storage occupancy, if the area exceeds 200 sq.m.
2. Multi-level basements, used as car parks and housing essential services ancillary to a
particular occupancy or for storage occupancy, excluding any to be used for sub-station,
a.c. Plant and dg set.
10.10.3 FIRE ESCAPE STAIRCASE
These are stairs used for escaping during fire. They can be used for general public as vertical
circulation or as service stairs otherwise in the building.
ACCORDING TO NBC:-
1. No space in an office building should be more than 30mts from the fire escape
stairs.
2. Fire escape stairs could be either open to air or should have blower system to suck out air
from the stairs area in case of fire.
3. All fire escapes should terminate in an open area or near the entrance in the ground floor.
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40 FACULTY OF ARCHITECTURE, URBAN AND TOWN PLANING DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY, MURTHAL, SONEPAT-131039 (HARYANA)
10.11. MEANS OF ESCAPE
The only sound basis for designing means of escape from first is to attempt to locate the
position of all possible sources of outbreak of fire and to predict the courses which might
thereafter be allowed by the fire as it develops. Following are
some of the observations. The main stairways were
developed in smoke at the end of seven minutes. All
corridors were impassable after 16 minutes.
1. The emergency staircases remain passable due to
self closing fire doors.
2. To remove smoke, fresh air should be introduced at
each level.
3. A corridor 10m length that is filled with smoke cannot
be used to get to an enclosed stairway.
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CHAPTER 11. CASE STUDIES
CASE STUDIES
11.1. CHENNAI MOFUSSIL BUS TERMINAL (Net Study)
Chennai Mofussil Bus Terminus
Jawaharlal Nehru Road,
Near Coimbedu Market,
Chennai -108
Connections - Koyambedu Metro Station
Coordinates - 13.06745°N 80.20566°E
Platforms – 6
Buses Parking - 60 Buses
Parking - Yes
Bicycle Facilities - Yes
Baggage Check - Yes
Accessible –
11.1.1. INTRODUCTION
Chennai city has a vast network of roads that helps in easy mobility in the city. There are as
many as five national highways that leads to the adjacent cities like kolkata, bangalore, trichy
(tiruchirapalli), pondicherry and tiruvallur. There are two bus services, inter city and inter state
which are also known by the names tiruvallur transport corporation and j.j.transport
corporation. For long distances there are two main stands in the george town called express bus
stand and broadway. The inter city bus station called chennai mofussil bus terminus (cmbt) has
the distinction of being the largest in the whole south asian region.